Method of drying railway-vehicles.



C. D. YOUNG.

METHOD OF DRYING RAILWAY VEHICLES. APPLICATION man on. 21, 1913.

1 177,004. Patented Mar. 28, 1916.

4 SHEETS-SHEET C. D. YOUNG.

METHOD OF DRYING RAILWAY VEHJCLES.

APPLICATION FILED ocT. 21. x913.

Patented Mar. 28, 1916.

4 SHEETS-SHEET 2.

gnvcn-Toz C. D. YOUNG.

METHOD OF DRYING RAILWAY VEHICLES.

APPLICATION FILED OCT. 21, I913. 1 1M304. Patented Mar. 28,1916.

4 SHEETSSHEET 3.

ow oovuacwouc wi/tmeooeo c. 0. YOUNG.

METHOD OF DRYING RAILWAY VEHICLES.

APPLICATION HLED 001121. 1913.

W w N. m 2;; E 2% 5% g EE 2% m 4 M Q1 x h w A w w A :5; E 5 2;: 5% MN m ,N W l N fiww w k nuns n. nouns, or outcome, rnunsrnvama daemon on purine partway-ventures- Specification of Letters Patent. Patgm t ngdt Mar, 2%, 119116,

Application filed October 21, 1913. Serial No. 798,490.

To all whom it may concern:

Be it known that I, CHARLES D. YOUNG,

a citizen of the United States, residing at in the county of Blair and State- Altoona, of Penns lvania, have invented certain new and use ul Improvements in Methods of Drying Railway-Vehicles; and I do hereby declare the following to be a full,-clear, and exact dwcription of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

his invention relates to a method of dry-, and has for views :-Figure 1, is a, diagrammatic cross folds 12, near sectional view in elevation, of an oven suitable for carrying out'my invention; Fig. 2, 1s a perspective detail view of a short pipe section; Fig. 3, is a cross sectional plan view of the arts shown in Fig. 1; Fi 4, is -a longitu inal sectional view of t e. arts shown in Fig. 1; Fig. 5, is a side elevational view partly Fig. 6, is a longitudinal sectional plan view of the parts shown in Fig. 5..

1 indicates the framework preferably of steel and made to conformto the general shape of a car, 2 any suitable doors for closing the oven during the baking operation, 3 tracks on which a vehicle 4 can be accommodated, 5 an inside lining preferably of steel plate, 6 an outer plate, and 7 any suitable lagging between the plates 5 and 6. The doors 2 are insulated in a similar manner.

Along the interior walls of, the oven I preferably place a plurality of rows of steam pipe 9, fed from the branch supply pipes 10, joined to the main feed pipe 11 as shown. The pipe 10 may be further provided with extensions 14 joining a plurality of manithe floor, and having tapped into them at intervals "the short lengths of pipe 13, as best in Figs. 2, t d d.

steam pressure of to the accompanying drawings v withdrawn,

broken away of my oven; and; workup n,

By this means I'm able to rovide a very large radiating surface, an with 5a a y one hundred pounds 100 lbs.) I can maintain anoven temperature of 250 F. v

Further my structure is such, as will be clear from the drawings, that no metallic connections between the inner and outer surfacesof the oven are bad, and therefore the loss of heat from the radiators is reduced "to a minimum.

In order to provide for an edlcient ventila-' tion the structure has a plurality of preferably rectangular inlets or openings 16 near the floor, and a ventilators 17 of any suitable type in the roof. By this means the fresh air which is neces- $8131 for the ha while at the same time an exit is provided for the volatile matter given ofl. 18 represents suitable drain pipe, and 19 suitable tie members for holding together the frames 1 and stifiening the structure.

In order that my invention may be clearly understood in the case of a car it is said:-' A priming coat may be first given the car in the paint Shep, whereupon it is moved into the oven an baked for say three hours, the. temperature at first being say 160 F. whereupon it may be raised say 1. F. per minute until 250 F. "is reached. The oven is now held at this latter temperature for the rest of the three hours, whereupon the car is allowed to. cool'suficiently to and its surfaces glazed and put-. tied where found necessaryto fill pp depressions and uneven places. The car may now receive its. first surfacing coat and he returned to the oven for three hours, baked as before, he removed, cooled and coated again. This may be repeated as often as desired when the outside surface is finally rubbed down vwith emery cloth and oil and the colors are applied. Each color coat may be baked as above, when the lettering, stripping, etc, is applied, and the varnish coatings are applied. These likewise baked, but it is preferred to begin the operation at say 120 F. and to not let the temperature rise above say 150 F. "The interior of the car is'next rubbed to give it a flat finish and the painting of the car is completed;

All the above operations can "be conveniently carried out with myoven in say from six to eight days, while under the present plurality of spaced proper drying of the paint is latter coatings can be bill system it would require from sixteen to eighteen days to accomplish the same results.

In addition to the above various paints and varnishes have now been prepared so they are especially adapted for this baking process, and are found to have a greater, elasticity, a greater durability, a better appearance and a longer life than those her toiore applied in the old way.

it follows from this that the baking proc-- ess combined with these said paints and var niches materially lessens the checlring and cracking heretofore encountered, and as the vvorlr can be done under standard unitorin conditions, uniform results are also attained.

Further, ll pl eiier to uni'lormly heat the car in the first place and thoroughly dry the same before the first priming coat is applied, and by this means all objectionable moisture is removed, and far better hold is attained by said'coat than has been heretofore possible. in other Words, before the advent of steel cars, it Was not practical to thus heat the Wooden cars, and since the advent of said steel cars, no one, so liar as I know, has discovered the advantages of making the great surface area of a steel car oi a uniform nature so far as moisture is concerned, betore applying the priming coat, nor even of making such area unitorrn tor the succeeding coats. 'llhis uniformity of surface adording a better rip for my coats," 'p

constitutes an important lleature oi invention, for it aids in preventing thepainted surface from going to pieces in spots as heretotore. v

lln addition to the above, not only does the coated surface have a longer lite, a better appearance, and can be finished in a less time, but the material itself" costs less Wit out any extra labor charge,

By the term paint used in this specification It mean the ordinary composition oil oil and pigments lrnovvn as paint, and Wish toeirclude mixtures oil pigments and varnish or mixtures of pigments and Japan or any other like coatings. l greatly prefer to can ploy my coats at point Without any drying materials at all.

llt is obvious that those slrilled in the art may vary the steps departing from the spirit of the invention, and therefore ll d not wish to be limited to the above disclosure, except may be re quired by the What claim leil, Llhe met od coating 'al car bodies which consists in subjectbng the body in the process Without 'tially as described.

arness to a temperature sudicient to drive out the moisture and produce a uniformly dry surface; applying a coat olE paint to said sur face; and. subjecting the entire body; and

coated surface to a gradually increasing temperature above 160 l for predetermined periods until a predetermined maxi- 'mum point its reached and for a predeterd ll ill

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fresh air to said coats during the drying operations, substantially as described.

3. The process of coating a metal railway vehicle Which consists subjecting the can tire body to a temperature suthcicnt to drive out the moisture; applying a plurality oil successive coats of paint cl a nature adapted to Withstand repeated balrings to said ve hicle; uniformly baking each coat by gradually increasing the temperature to a prede termined point; cooling said vehicle and applied coat betore each successive coat is aplied; suitably finishing one or more coats bolero applying another coat and admitting fresh air to said vehicle during the drying operations, substantially as described.

l. The process of coating a metal railway vehicle which consists in bringing the vehicle body to a uniform temperature to remove obiettibnable moisture before a plying the priming coat; applying a plura 1ty of successive coats oi paint oi nature adapted .to withstand repeated balrings to said vehicle; uniformly bolting said coats by gradually increasing the temperature, to predetermined degrees above 160 tor predeter mined periods ct time; cooling said vehicle and applied cost before each successive coat is applied; suitably finishing one or more coats betore applying another coat; and adnnttuig rresh air to said vehicles, substaa aliir my si nature,

' in testimony whereof l in presence cl: two witnesses,

fillitltlahld D.

Witnesses:

blminnanr, @r'ro Forster.

till

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